We've had a ball showing you various aspects of how and why the
Cirrus Aircraft SR20s and SR22s became some of the most popular
aircraft in recent GA history. But the build process is nearly as
fascinating as the airplanes themselves... especially in light of
the changes the G3 version of the SR series has undergone in the
last two years.
Not only did they redesign the airplane to be better in the air,
but to be assembled in a more economical and sturdier fashion. The
G3 update was extensive... The Cirrus team went through the bird
from stem to stern in this upgrade, with some big changes proving
to be more than skin-deep. An aggressive update of the primary wing
structure resulted in a stronger and stiffer wing that allowed CD
to carve well over 50 pounds out of that assembly -- and then they
used that leeway to increase the bird's effective range.
The gear was heavily modified to be a somewhat narrower and
taller construct and added some prop clearance, to boot. The gear
used to be nearly 11 feet wide... and has been narrowed to just
over 8.5 feet. They did this with the same gear legs they've used
in the past, but mounted in a significantly more acute angle. This
change allowed the interior of the wing to be adapted to a number
of other modifications, most notably a larger TKS deicing fluid
tank, and produced a more efficient internal structure. Internal
fuel tankage jumped from 81 gallons to 92 gallons, as well.
A number of aerodynamic refinements have been incorporated...
quite a number, in fact, and many of them quite subtle. Several
fairings have been redesigned to offer less drag and improve other
aerodynamic efficiencies. A new wing root fairing, for instance,
has minimized spurious flow separation at the trailing edge of the
wing and enhanced both cruise and climb abilities. Gear fairings
have received exceptional attention to drag reduction and
simplification. The result is a far tighter and cleaner
installation that reduces the part count and slicks things up a
bit.
The wing's dihedral was hiked a full degree, thus creating
greater ground clearance, better yaw/roll harmonies and eliminating
the need for the rudder/aileron control interconnect that has been
a part of the Cirrus line since its inception. The enhanced
dihedral has definitely produced a more perceptible dihedral effect
without adversely affecting any aspect of the aircraft's already
laudable stability profile.
One of the other most noticeable changes was seen along the
lengthy expanse of the wing's leading edge. The whole leading edge,
tip to root, is now fully encased in a TKS metallic anti-icing
fluid diffusion system that produces icing protection across a much
wider span (nearly four feet more) than the wings of old.
It was a massive series of changes... and the people who build
them are justifiably proud of the birds that resulted. Come along
and see what we mean as we watch Cirrus build the current
generation of GA composite airplanes.
ANN E-I-C Note: We've been able to
present a fair amount of Cirrus material via Aero-TV this year for
a few simple reasons... Cirrus is getting a handle on NewMedia and
understands how important it is, they welcomed us with open arms
and made our job so very much easier than it might have been, they
are absolutely delightful to deal with, and they have always
believed that the best way to sell airplanes is to tell all... and
we've been only too happy to take them up on it. We welcome and
urge all other manufacturers and companies throughout aviation to
send us an invite and work with us as effectively as we have with
Cirrus so that YOUR products can get equal exposure. Feel free to
email me at jim@aero-news.net
if you want to help ANN to cover YOUR STORY via Aero-TV and
utilizing the MOST talented and professionally accomplished
Aero-Video production team in the business.
ANN's Daily Aero-Linx (04.15.24)
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